Variable-speed moving sidewalk and method of designing it

ABSTRACT

In a moving sidewalk comprising loading-unloading belts and one or more of accelerating-decelerating belt(s) independently provided in front and in the rear of the main circulating belt, wherein the traveling speed of the loading-unloading belt and of the accelerating-decelerating belt are determined to decrease with the decreasing distance to the entrance and the exit thereof, and thus to increase with the decreasing distance to the main circulating belt, and the traveling speed of the main circulating belt is faster than both of these belts, the speeds of the belts adjacent with each other are determined so that the difference between squares of the speeds of these belts does not exceed the prescribed value in order to give no feeling of fear to the passenger.

TECHNICAL FIELD

The present invention relates to a moving sidewalk for transportingpassengers safely and quickly even for a relatively long distance.

BACKGROUND ART

In general, the normal moving sidewalk traveling at the speed of 30m/min. or 40 m/min. has a problem that it travels too slow and thus ittakes too long for passenger transportation when located at the placessuch as the airport.

Therefore, a new type of moving sidewalk that moves slowly when thepassenger gets on and off, and moves at a high speed at the midsectionhas been craved for, and a moving sidewalk as disclosed in JapanesePatent Laid-Open No.75594/1990 is proposed.

That is, FIG. 2 shows a schematic drawing of a moving sidewalkconstructed of a plurality of endless circulating belts, which was shownin the patent publication described above, and FIG. 3 is partiallyenlarged view of the moving sidewalk shown in FIG. 2.

The reference numerals 2 and 2′ designate an independent module in whicha very thin and very flexible endless sliding belt 20 passes below apair of guide rollers 2 b and driven by the driving rollers 2 c at aconstant speed. The module 2 which is to be located near the entranceand the exit of the moving sidewalk, for example, is set to travel at alow speed and the modules 2′ which are located away from the entranceand the exit of the moving sidewalk are set in such a manner that thespeed increases with the distance from the entrance and from the exit ofthe moving sidewalk, so that the speed of transportation increases ordecreases gradually every time when the passenger moves from one moduleto the adjacent module (2, 2′).

In other words, the module 2 includes a loading-unloading belt, and themodule 2′ includes an accelerating-decelerating belt.

The reference numeral and sign 2 a designates extra small rollers of asmall size such as 30 mm to 70 mm in diameter, which are placed at adistance at both ends of each module 2 or 2′, and the effectiveclearance between the adjacent portions of the upper track is determinedto be a smaller size than the infant's shoes, such as 20 mm to 40 mm.

The reference numeral and sign 2 d designates a T-shaped transportingplate disposed in the clearance between the adjacent pair of modules 2or 2′, so that the upper surface is situated at the lower level than theupper surface of the endless sliding belt 20, which is described to bepossible to be omitted when the circulating speed of the endless slidingbelt is high.

The reference numeral and sign 2 e designates a sliding plate thatsupports and guides the upper track of the endless sliding belt 20, andthe reference numeral 27 designates a long main circulating belt thatconstructs the center portion of the moving sidewalk that is located inthe vicinity of the high-speed module 2′ and moves at a highest speed.

However, such a variable-speed moving sidewalk has a fundamental problemas follows.

That is, the passenger is directly affected by the difference of thespeed when he or she gets on the endless sliding belt running at thedifferent speed, and has a feeling of fear by being stumbled orstaggered about.

Accordingly, an object of the present invention is to present avariable-speed moving sidewalk that not only transports the passengersmoothly, but also gives no feeling of fear to the passenger, based onthe basic test conducted by the use of an experimental model.

DISCLOSURE OF INVENTION

With the circumstance described above in view, the present inventionprovides a methodology for setting the speed of each belt of thevariable-speed moving sidewalk of belt transit type and the number ofconnecting belts, and a variable-speed moving sidewalk that can beobtained by this methodology.

In order to achieve the object described above, the present invention isconstructed in the manner as follows.

(1) In a moving sidewalk comprising loading-unloading belts and one ormore of accelerating-decelerating belt(s) independently provided infront and in the rear of the main circulating belt, wherein thetraveling speed of the loading-unloading belt and of theaccelerating-decelerating belt are determined to decrease with thedecreasing distance to the entrance and the exit thereof, and thus toincrease with the decreasing distance to the main circulating belt, andthe traveling speed of the main circulating belt is faster than both ofthese belts, the speeds of the belts adjacent with each other aredetermined in such a manner that the difference between squares of thesespeeds does not exceed the prescribed value. In order to achieve theobject of giving no feeling of fear to the passenger, the lower limit ofthe difference between squares of these two speeds is not speciallyspecified. However, when it is too small, the entire speed becomes tooslow, whereby a variable-speed mechanism makes no sense to employ.Therefore, it is practically defined to be a prescribed value or higher.

(2) In a moving sidewalk having loading-unloading belts disposedindependently in front and in the rear of the main circulating belt, thespeeds of the main circulating belt and the loading-unloading belt areset so that the difference between squares of these speeds does notexceed the prescribed value.

In (1) and (2), the specific value of the prescribed value that is to bethe upper limit of the difference between squares of the speeds may beabout 1600 as a guideline. Though the lower limit is not speciallylimited as described above, it can be the value such as about 900 ormore.

The prescribed value to be the upper limit of the difference betweensquares of the speeds described above may be different between theaccelerating side and the decelerating side, and in such a case, thevalue of the accelerating side is preferably smaller than that of thedecelerating side.

(3) In designing of a moving sidewalk comprising loading-unloading beltsand one or more of accelerating-decelerating belt(s) independentlyprovided in front and in the rear of the main circulating belt, whereinthe traveling speed of the loading-unloading belt and of theaccelerating-decelerating belt are determined to decrease with thedecreasing distance to the entrance and the exit thereof, and thus toincrease with the decreasing distance to the main circulating belt, andthe traveling speed of the main circulating belt is faster than both ofthese belts, the number of the accelerating-decelerating belts to beprovided is determined based on the relation between the differencebetween squares of the speeds of the adjacent belts and the sense of“fear” of the passenger (a law of the difference between squares of thespeeds, described later).

More specifically, the number of the accelerating-decelerating beltdescribed above is determined so that the difference between squares ofthe speeds of the respective belts adjacent with each other falls withinthe prescribed range. The prescribed range may be, for example, about900 to 1600.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a general view of the variable-speed moving sidewalk(experimental model) used for verification of the present invention.

FIG. 2 is a schematic drawing of a prior art moving sidewalk comprisinga plurality of endless circulating belts.

FIG. 3 is a partly enlarged view of the moving sidewalk shown in FIG. 2.

FIG. 4 is a plan view of the moving sidewalk shown in FIG. 1.

FIG. 5 is a view showing the tabulation of experimental data obtained inthe operation in the direction of A in FIG. 4.

FIG. 6 is a view showing the tabulation of experimental data obtained inthe operation in the direction of B in FIG. 4.

FIG. 7 is a view showing a simplified model of the belt transit portion.

FIG. 8 is a drawing showing the relation between the between squares ofthe speeds of the adjacent belts at the time of acceleration and thepointed number of cases.

FIG. 9 is a drawing showing the relation between the between squares ofthe speeds of the adjacent belts at the time of deceleration and thepointed number of cases.

FIG. 10 is a drawing showing an example of the relation between thespeed of the belt traveling at the highest speed and the number of thebelts.

Reference Numerals 21, 51 loading-unloading belt 27 main circulatingbelt 22, 52 first endless sliding belt 23, 53 second endless slidingbelt 24 third endless sliding belt 25 fourth endless sliding belt V₁₁speed of the loading-unloading belt 21 V₁₂ speed of the first endlesssliding belt 22 V₁₃ speed of the second endless sliding belt 23 V₁₄speed of the third endless sliding belt 24 V₁₅ speed of the fourthendless sliding belt 25 V₁₆ speed of the main circulating belt 27 V₅₁speed of the loading-unloading belt 51 V₅₂ speed of the first endlesssliding belt 52 V₅₃ speed of the second endless sliding belt 53

BEST MODE FOR CARRYING OUT THE INVENTION

Referring now to the drawing, the present invention will be described.However, the present invention is not limited thereto.

FIG. 1 is a general view of the experimental model used for theverification of the present invention, and FIG. 4 is a plan view of theexperimental model shown in FIG. 1.

In the figure, the reference numeral 11 designates a balustrade panelstanding on the both sides across the loading-unloading belt 21(circulates at the speed of V₁₁) facing toward the floor plate 10 on thedriving side at the entrance or the exit of the moving sidewalk and thefirst endless sliding belt 22 (circulates at the speed of V₁₂) adjacentto the loading and unloading belt 21, and the reference numeral 31designates a moving handrail provided so as to surround the balustradepanel 11.

The reference numeral 12 designates a balustrade panel standing on bothsides of the second endless belt 23 (circulates at the speed of V₁₃) andthe reference numeral 32 is a moving handrail provided so as to surroundthe balustrade panel 12.

The reference numeral 13 designates a balustrade panel standing on bothsides across the third endless sliding belt 24 (circulates at the speedof V₁₄) and the next fourth endless sliding belt 25 (circulates at thespeed of V₁₅), and the reference numeral 33 designates the movinghandrail provided so as to surround the balustrade panel 13.

The reference numeral 14 designates a balustrade panel standing on bothsides of the main circulating belt 27 (circulates at the speed of V₁₆)and the reference numeral 34 designates the moving handrail provided soas to surround the balustrade panel 14.

The reference numeral 41 designates a balustrade panel standing on bothsides of the loading-unloading belt 51 (circulates at the speed of V₅₁)facing toward the floor plate 40 on the non-driving side, and thereference numeral 61 designates a moving handrail provided so as tosurround the balustrade panel 41.

The reference numeral 42 designates a balustrade panel standing on bothsides of the first endless sliding belt 52 (circulates at the speed ofV₅₂) adjacent to the loading-unloading belt 51, and the referencenumeral 62 designates a moving handrail provided so as to surround thebalustrade panel 42.

The reference numeral 43 designates a balustrade panel standing on bothsides of the second endless sliding belt 53 (circulates at the speed ofV₅₃), and the reference numeral 63 designates a moving handrail providedso as to surround the balustrade panel 43.

This experimental model has, the traveling surface of the maincirculating belt 27 of L1=14.46 m, the total traveling surface of theaccelerating-decelerating section on the driving side (theloading-unloading belt 21, the first endless sliding belt 22, the secondendless sliding belt 23, the third endless sliding belt 24, and thefourth endless sliding belt 25) of L2=9.78 m, the total travelingsurface of the accelerating-decelerating section on the non-driving side(the loading-unloading belt 51, the first endless sliding belt 52, andthe second endless sliding belt 53) of L3=8.2 m, and the total length of32.44 m, arranged so that the arbitrary speed at about 120 m/min. orbelow can be obtained by the inverter.

However, the speed ratio between the main circulating belt 27 and theloading-unloading belt 21 is fixed to 3, and the speed ratio between themain circulating belt 27 and the loading-unloading belt 51 is fixed to2.7. The speed ratios between other adjacent belts are fixed to theprescribed values.

For instance, when the main circulating belt 27 is 120 m/min., theloading-unloading belt 21 is set to 41 m/min., the loading-unloadingbelt 51 to 45 m/min., the first endless sliding belt 22 to 51 m/min.,the first endless sliding belt 52 to 63 m/min., the second endlesssliding belt 23 to 62 m/min., the second endless sliding belt 53 to 88m/min., the third endless sliding belt 24 to 78 m/min., and the forthendless sliding belt 25 to 94 m/min.

In such an apparatus, by varying the speed of the belt of the fastestsection, or of the main circulating belt 27, the belt transit portionsof various differences between the speeds are obtained, whereby theaffect to the passenger can be taken a close look.

For example, the actual test was conducted for the “30 persons fromtwenties to sixties”, in which the belt speed at the fastest section wasvaried at random to 60 m/min., 80 m/min., 100 m/min., and 120 m/min.(inconsecutive), and let them travel thereon several times, and thesurvey was conducted on the state of fear at the transit portions ofeach belt. As a result, the experimental data shown in FIG. 5 and FIG. 6were obtained. They are the tabulations of the results of the survey onthe transit portion of the belt that gave the tested persons a feelingof fear most in the direction A of FIG. 4, which is shown in FIG. 5, andin the direction B of FIG. 4, which is shown in FIG. 6.

FIG. 5 and FIG. 6 show that many tested persons had a feeling of “fear”at the belt transit portions. It seems to be mainly because “they felt afeeling of fear since they lose their balance of the posture at the belttransit portions”.

Since the off-balance of the posture seems to be caused by a forceapplied by the tread of the belt, a force applied to the passenger fromthe belt tread will be described.

FIG. 7 shows a simplified model of the belt transit portion.

When the substance or a passenger having a mass m passes across thebelts while standing still on the belt, a force applied by the belt isexpressed by the formula (1) shown below according to the equation ofmotion. Where, f (kg·m/s²) is a force applied when passing across thebelts, α (m/s²) is acceleration when passing across the belts.

f=m×α  (1)

The acceleration when passing across the belts a is expressed by thefollowing formula (2). Where, V₁ (m/s) is a speed of the belt beforetransit, V₂ (m/s) is a speed of the belt after transit, and t (s) is atime when passing across the belts. $\begin{matrix}{\alpha = \frac{V_{2} - V_{1}}{t}} & (2)\end{matrix}$

The time t which is needed to pass across the belts is shown by theformula (3). Where, V (m/s) is a mean speed of the substance (m) at thetransit portion, and s (m) is a distance of the belt transit.$\begin{matrix}{t = {\frac{s}{V} = {\frac{s}{\frac{V_{2} + V_{1}}{2}} = \frac{2s}{V_{2} + V_{1}}}}} & (3)\end{matrix}$

When the formula (2) and the formula (3) are substituted to the formula(1), the following formula (4) is obtained. $\begin{matrix}{f = {{m \times \frac{V_{2} - V_{1}}{\frac{2s}{V_{2} + V_{1}}}} = {m \times \frac{V_{2}^{2} - V_{1}^{2}}{2s}}}} & (4)\end{matrix}$

The formula (4) shows that the force f applied by the belt when passingacross the belts is in proportional to the difference between squares ofthe belt speeds before and after the transit.

Therefore, the “feeling of fear” of the passenger seems to increase inproportional to the difference between squares of the speeds.

In order to verify whether or not the hypothesis that “the feeling offear is in proportional to the difference between squares of the speeds”is correct, the relation between the difference between squares of thebelt speeds before and after the transit and the pointed number of cases(%) where the passenger had a feeling of fear obtained in the survey isshown in a graph in FIG. 8 and FIG. 9.

The horizontal axis (x-axis) represents the difference between squaresof the belt speeds (m²/min²), the vertical axis (y-axis) represents thepointed number of cases (%), and the pointed number of cases (%) iscalculated from (pointed number of cases/total number of times ofloading and unloading)×100.

The graphs are made for the case of acceleration and for the case ofdeceleration separately because the passenger is more likely to keep hisbody balance when he or she staggers forward (in case of deceleration),but the passenger is more likely to loose his or her body balance whenhe or she staggers backward (in case of acceleration). FIG. 8 shows thecase of acceleration, and FIG. 9 shows the case of deceleration.

When linear approximation by the method of least squares was attemptedfor each data, the results shown by the formula (5) and the formula (6)were obtained. The formula (5) is for the case of the acceleration thatshows correlation coefficient of 0.93 and the formula (6) is for thecase of deceleration that shows correlation coefficient of 0.95.

y=1.22×10⁻² x−3.96  (5)

y=7.88×10⁻³ x−3.08  (6)

Since very preferable correlation is found in both cases, it can beconcluded that a feeling of fear is correlated with the differencebetween squares of the speeds.

It is defined as a law of the difference between squares of the speedshere.

Assuming that the value below 10% of the pointed number of cases is thesuitable value, the upper limits value of the difference between squaresof the speeds at the belt transit portion are 1140 and 1660 from theformula (5) and the formula (6) respectively.

On the other hand, the speed of the moving sidewalk generally usednowadays is 30-40 m/min., and the difference between squares of thespeeds at the loading- unloading section in this case is 900 (=30²) to1600 (=40²). From the fact that the passenger can get on and off safelyand comfortably at this speed, it seems to be preferable if thedifference between squares of the speeds is determined so that it fallswithin the range of about 900-1600 m²/min². However, according to theformula (5) above, it seems to be more preferable to limit thedifference between squares of the speeds to about 1140 m²/min² or belowso that more than 90% of passengers can get on and off, or pass acrosscomfortably.

It means that the minimum number of belt transit portions necessary forthe passenger to carry out loading and unloading, or transitcomfortably, or the number of the belts to be connected in series, isobtained by itself according to a law of the difference between squaresof the speeds when the belt speed at the loading portion is limited tothe range of 30-40 m/min., which is the same speed of the normal movingsidewalk, and the maximum belt speed is determined.

FIG. 10 shows an example of the relation between the belt speed at thefastest section and the number of the belts. Here, the belt speed at theloading section is set to about 40 m/min., and the difference betweensquares of the speeds is set to 1500 with some margins. From thisfigure, it is known that when the belt speed at the fastest section is80 m/min., the number of speed-levels of the belt at theaccelerating-decelerating section may be three, but when the belt speedat the fastest section is as high as 120 m/min., the number of the beltat the accelerating-decelerating section must be at least eight. Forcomparison, the case of this experimental model (three-speedacceleration, five-speed acceleration) is also plotted in FIG. 10.

FIG. 10 is only an example, and thus the least number of the beltrequired will vary, as a matter of course, depending on theprerequisites such as the set value of the difference between squares ofthe speeds at the belt transit section, or the set value of the beltspeed at the loading section, and so on.

As is described thus far, according to the present invention, avariable-speed moving sidewalk can easily obtained by focusing on thedifference between squares of the speeds of the adjacent belts.Therefore, a variable-speed moving sidewalk that can realize thecomfortable and safe transportation of the passenger can be provided atlow cost.

Industrial Applicability

though the location to set up a variable-speed moving sidewalk of thepresent invention is not limited, it is especially preferable for theplaces, such as the airport, that requires transportation of relativelylong distance.

What is claimed is:
 1. A variable-speed moving sidewalk comprisingloading-unloading belts and one or more of accelerating-deceleratingbelt(s) independently provided in front and in the rear of a maincirculating belt having a speed exceeding 40 m/min., wherein thetraveling speed of the loading-unloading belt and of theaccelerating-decelerating belt are determined to decrease with thedecreasing distance to the entrance and the exit thereof, and thus toincrease with the decreasing distance to the main circulating belt, andthe traveling speed of the main circulating belt is faster than both ofthese belts, and the respective speeds (m/min.) of the belts adjacent toeach other are determined so that any differences between the squares ofthese speeds does not exceed the value of 1140 m²/min².
 2. Avariable-speed moving sidewalk having loading-unloading belts disposedindependently in front and in the rear of a main circulating belt havinga speed exceeding 40 m/min., and only comprising said loading-unloadingbelt and said main circulating belts, wherein the respective speeds(m/min.) of the main circulating belt and the loading-unloading belt areset so that the difference between squares of the speeds of these beltsdoes not to exceed the value of 1140 m²/min².
 3. A method of designing avariable-speed moving sidewalk comprising loading-unloading belts andone or more of accelerating-decelerating belt(s) independently providedin front and in the rear of a main circulating belt, wherein thetraveling speed of the loading-unloading belt and of theaccelerating-decelerating belt are determined to decrease with thedecreasing distance to the entrance and the exit thereof, and thus toincrease with the decreasing distance to the main circulating belt, andthe traveling speed of the main circulating belt is faster than both ofthese belts, wherein the respective speeds of said loading-unloadingbelts and of said main circulating belt are determined, and then therespective speeds of said plurality of accelerating-decelerating beltsare determined so that an absolute value of any differences betweensquares of the respective speeds (m/min.) of the belts adjacent to eachother do not exceed a prescribed value of an upper limit of 1140m²/min².
 4. A variable-speed moving sidewalk having loading-unloadingbelts of a speed of at least 30 m/min. disposed independently in frontand in the rear of a main circulating belt, and only comprising saidloading-unloading belts and said main circulating belt, wherein therespective speeds (m/min.) of said main circulating belt and saidloading-unloading belts are determined so that the difference betweenthe squares of the speeds of these belts does not exceed 1140 m²/min².